CN112805173A - Endothermic/electric hybrid propulsion system for a vehicle - Google Patents

Endothermic/electric hybrid propulsion system for a vehicle Download PDF

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Publication number
CN112805173A
CN112805173A CN201980048016.0A CN201980048016A CN112805173A CN 112805173 A CN112805173 A CN 112805173A CN 201980048016 A CN201980048016 A CN 201980048016A CN 112805173 A CN112805173 A CN 112805173A
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China
Prior art keywords
electric machine
propulsion
combustion engine
propulsion unit
internal combustion
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Granted
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CN201980048016.0A
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Chinese (zh)
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CN112805173B (en
Inventor
扎伊·卢卡
帕斯夸莱·福特
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Eldor Corporation SpA
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Eldor Corporation SpA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/442—Series-parallel switching type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

An endothermic/electric hybrid propulsion system for a vehicle comprising: -a first propulsion unit (2), of the electric type, provided with at least a first electric motor (EM1) coupled to a transmission shaft (5); a second propulsion unit (3), of the hybrid type, provided with an output shaft (9) and comprising at least one Internal Combustion Engine (ICE) and at least one second electric machine (EM2), which can be selectively coupled together to provide torque to the output shaft (9) independently or in combination; and a coupling (4) operatively interposed between the output shaft (9) of the second propulsion unit (3) and the transmission shaft (5) of the first propulsion unit (2).

Description

Endothermic/electric hybrid propulsion system for a vehicle
The present invention relates to a propulsion system for a vehicle, in particular a propulsion system for a hybrid endothermic/electric propulsion vehicle.
The invention is therefore particularly suitable for use in the automotive field, and more precisely in the production of hybrid propulsion vehicles.
In fact, in recent years, the automotive industry has invested more and more resources to design and produce propulsion systems that reduce the power consumption of fossil fuels and the resulting emissions into the atmosphere.
The most developed solution in the industry today is undoubtedly the so-called "hybrid", in which an internal combustion engine, intentionally reduced in size, is used in combination with another propulsion system, usually an electric propulsion system.
The endothermic/electric hybrid propulsion type designs available today are numerous, starting from designs developed and released to the market in the early century until the latest.
Heretofore, designs have generally been classified according to codes from P0 to P4, each code representing a particular combination between heat sink and power source.
For example, in one aspect, the P0 design contemplates the electric machine being connected to the internal combustion engine through an auxiliary timing belt (i.e., service belt).
On the other hand, the P1 design contemplates the electric machine being directly connected to the crankshaft of the internal combustion engine.
Disadvantageously, these designs, in addition to reducing the torque that can be transmitted, do not allow the electric machine to be decoupled from the internal combustion engine, which greatly limits the applications.
Better performing solutions include, for example, the solution identified by the code P2 and the following solutions.
The P2 design is very similar to the P1 design, but the P2 design contemplates the electric machines being connected laterally or in series, but always downstream of the clutch or disconnect coupling and operatively upstream of the transmission.
The P3 design, on the other hand, contemplates the electric machine being connected to the output shaft of the mechanical transmission in any event there is a clutch that allows the internal combustion engine to be decoupled from the electric machine.
The P4 design has a different configuration in which the electric machine is decoupled from the internal combustion engine and is located on the driven axle (typically on the rear axle).
Another well-known solution is that developed by toyota, commonly known as eCVT or Powersplit, in which the two electric machines and the internal combustion engine can be selectively coupled together by means of planetary gears which allow powering the wheels by using the most suitable energy source.
As can be immediately deduced from the above brief description, all existing solutions have drawbacks, which result in limited performance or overly complex construction (i.e., cost).
In fact, the arrangement in which the electric machine is directly coupled to the internal combustion engine reduces the efficiency of the system and prevents optimal utilization of both power sources.
Furthermore, even if there is a clutch or a disconnection coupling, the solutions existing today do not allow completely independent driving.
In view of the above, it is an object of the present invention to provide an endothermic/electric hybrid propulsion system for a vehicle which avoids the drawbacks of the prior art mentioned above.
In particular, it is an object of the present invention to provide an endothermic/electric hybrid propulsion system for vehicles that is versatile and easy to produce.
Furthermore, it is an object of the present invention to provide an endothermic/electric hybrid propulsion system for a vehicle capable of optimizing the efficiency of its traction means.
Furthermore, it is an object of the present invention to provide an endothermic/electric hybrid propulsion system that can be easily applied to a wide range of vehicles without substantial modification at a lower cost.
Said object is achieved by an endothermic/electric hybrid propulsion system for a vehicle having the features of one or more of the claims set forth.
In particular, said object is achieved by an endothermic/electric hybrid propulsion system for a vehicle, comprising a first propulsion unit of the electric type provided with at least a first electric machine coupled to a transmission shaft.
Preferably, the drive shaft is coupled to a differential of the vehicle.
The propulsion system further comprises a second propulsion unit of the hybrid type.
The second propulsion unit is provided with an output shaft and comprises at least one combustion engine and at least one second electric machine.
The internal combustion engine and the second electric machine are selectively coupleable together to provide torque to the output shaft, either independently or in combination.
Preferably, the propulsion system further comprises a coupling operatively interposed between the output shaft of the second propulsion unit and the drive shaft of the first propulsion unit.
Preferably, the coupling is selectively switchable between an engaged state in which the coupling couples the first propulsion unit with the second propulsion unit and a disengaged state in which the coupling disengages the first propulsion unit from the second propulsion unit.
Advantageously, the first propulsion unit and the second propulsion unit may thus be selectively coupled to manage torque transfer in a plurality of different modes.
In fact, thanks to the propulsion system design, object of the present invention, it is possible to combine the advantages of the various hybrid designs currently existing and limit the drawbacks of the various hybrid designs existing today, ensuring maximum versatility of the drive and reducing the constructive complexity.
Preferably, the second propulsion unit comprises a transmission operatively interposed between the internal combustion engine and the second electric machine.
More preferably, the transmission has at least one first operating state, wherein the first operating state allows torque to be transferred from the second electrical machine to the internal combustion engine and vice versa.
Preferably, the transmission further has at least one second operating state, wherein the second operating state decouples the internal combustion engine from the second electric machine to allow torque to be transmitted from the second electric machine to the output shaft.
Note that preferably, in the first operating state, the transmission allows torque to be transmitted between the second electric machine and the internal combustion engine via the output shaft. The presence of the coupling allows this to be done because it enables you to guide the second propulsion unit independently of the wheel when it is in the uncoupled state.
Preferably, the transmission comprises a plurality of gear sets defining a corresponding plurality of gear ratios between the input shaft and said output shaft of the second propulsion unit. Note that the internal combustion engine is coupled to the input shaft, preferably without any clutch.
More preferably, the transmission comprises at least a first, a second and a third set of gears defining a first, a second and a third gear ratio between the input and output shafts, respectively.
At least two selector assemblies are employed and are operatively disposed between the input shaft and the gear sets.
Preferably, a first selector assembly is provided and is operatively interposed between the input shaft and said first gear set.
Additionally, a second selector assembly is provided and is operatively interposed between the input shaft and the second and third gear sets to couple or decouple the shaft with or from one of the gear sets.
Note that preferably, the first gear ratio, the second gear ratio and the third gear ratio are ordered according to a decrement value from a maximum value (i.e., low gear) corresponding to a gear reduction of the input shaft speed to a minimum value (i.e., high gear) corresponding to a high gear increase (gearing up) of the input shaft speed.
Note that "gear ratio" herein refers to the ratio of input shaft speed to output shaft speed (ω)in/ωout) Corresponding numerical valueOr the ratio of output shaft torque to input shaft torque (T)out/Tin) The corresponding numerical value.
Preferably, the transmission means comprise, in addition, at least one coupling means operatively interposed between said input shaft and said second electric machine.
The coupling device is selectively switchable between a first configuration in which the coupling device directly couples the input shaft with the second motor and a second configuration in which the coupling device disengages the input shaft from the second motor.
Advantageously, the second electric machine may thus be coupled to the endothermic engine, either directly via the input shaft or indirectly via the output shaft.
This means that the transmission ratio between the second electric machine and the combustion engine can be adapted appropriately according to requirements.
In this respect, it is preferable to note that the first motor is larger than the second motor.
In particular, the ability to gear up or down the transmission ratio between the input shaft and the second electric machine allows the second electric machine itself to be reduced in size, with a starting torque that can be considerably lower than the torque required to start the internal combustion engine.
Preferably, the second motor has a rotational axis coaxial with the input shaft.
The propulsion system thus comprises a control unit configured to direct said first and second propulsion units in a plurality of working configurations.
Preferably, the control unit is configured to direct the first propulsion unit and the second propulsion unit in at least one first electric propulsion configuration, wherein the coupling is in said disengaged state and said first electric machine transfers torque to the propeller shaft.
Preferably, the control unit is configured to direct to the first propulsion unit and the second propulsion unit in at least one second electric propulsion configuration, wherein the coupling is in the engaged state, the first electric machine transfers torque to the drive shaft, the second electric machine transfers torque to an output shaft of the second propulsion unit, and the internal combustion engine is decoupled from the output shaft.
Preferably, the control unit is configured to direct the first propulsion unit and the second propulsion unit in at least one electric hybrid transition configuration, wherein the coupling is in said disengaged state and said second electric machine transfers torque to the internal combustion engine.
Advantageously, the second electric machine can thus start the combustion engine and/or synchronize the output shaft with the rotational speed of the drive shaft without necessarily requiring the presence of a synchronizer and a clutch.
Preferably, in the transition configuration, the control unit is configured to direct the coupling device and the second selector assembly in the second configuration to engage the third gear set with the input shaft and maximise the transmission ratio between the second electrical machine and the internal combustion engine.
Advantageously, the size of the second motor can thus be reduced, all contributing to the compactness and cost of the system.
Furthermore, in this transitional configuration, the control unit is preferably configured to direct the second electric machine and the internal combustion engine to bring the output shaft of the second propulsion unit to the same rotational speed as the drive shaft of the first propulsion unit.
Advantageously, a synchronization step is thus performed, which is entirely governed by the second electric machine, without the aid of synchronization means and clutches being necessary.
Preferably, the control unit is further configured to direct the first propulsion unit and the second propulsion unit in at least one hybrid propulsion configuration, wherein the coupling is in said engaged state, said first motor transmits torque to the propeller shaft, and said second motor transmits torque to said output shaft of the second propulsion unit.
It is noted that advantageously, the ability to supplement the torque supplied by the internal combustion engine with the torque of the second electric machine allows the internal combustion engine to remain within the optimal operating region of the internal combustion engine with high efficiency (low power consumption), thus compensating for differences in positive or negative with respect to the internal combustion engine thanks to the electric machine.
In this respect, the control unit is preferably configured to direct the first propulsion unit and the second propulsion unit in at least one regeneration configuration, wherein:
-the coupling is in said disengaged condition,
-the internal combustion engine delivers torque to the second electrical machine;
the second electric machine transfers electric energy to the battery or directly to the first electric machine;
-the first electric machine transmits torque to the propeller shaft.
These and other characteristics and the related advantages will be clearer from the following illustrative and therefore non-limiting description of a preferred and therefore non-exclusive embodiment of an endothermic-electric propulsion system for a vehicle, according to what is shown in the attached drawings, wherein:
figure 1 schematically shows an endothermic/electric hybrid propulsion system for a vehicle in a first embodiment;
figure 2 schematically shows an endothermic/electric hybrid propulsion system for a vehicle in a second embodiment;
fig. 2a and 2b schematically show two details of the figure;
FIG. 3 schematically shows an endothermic/electric hybrid propulsion system for a vehicle in a third embodiment
Figures 4 to 13 show the endothermic/electric hybrid propulsion system of figure 1 in a plurality of operating configurations;
figures 14 to 18 show a schematic placement of the endothermic/electric hybrid propulsion system according to the present invention in a hybrid vehicle according to various alternative configurations;
fig. 19 schematically shows an endothermic/electric hybrid propulsion system for vehicles according to the present invention in another embodiment.
With reference to the accompanying drawings, numeral 1 indicates an endothermic/electric hybrid propulsion system for a vehicle V according to the present invention.
The propulsion system 1 is of the hybrid endothermic/electric type and is operatively mounted upstream of the front differential AD and/or the rear differential RD of the vehicle V.
The propulsion system 1 comprises a first propulsion unit 2 belonging to the electric type and a second propulsion unit 3 belonging to the hybrid type, the first propulsion unit 2 being connected with the second propulsion unit 3 by means of a coupling 4, the coupling 4 being selectively switchable between an engaged state (e.g. fig. 5) in which the coupling 4 couples the first propulsion unit 2 with the second propulsion unit 3, and a disengaged state (e.g. fig. 1) in which the coupling 4 disengages the second propulsion unit 3 from the first propulsion unit 2.
The coupling element 4 is preferably defined by a straight or inclined dog clutch. However, this coupling element 4 may also assume other configurations of higher or lower complexity, as long as they are suitable for enabling the selective coupling and uncoupling of the two propulsion units 2, 3 in response to commands from the control unit CU.
For example, an alternative solution to a dog clutch may be a synchronizer.
The first propulsion unit 2 is directly coupled to the differential AD of the vehicle V via a propeller shaft 5.
The first propulsion unit 2 therefore comprises at least one first electric machine EM1 coupled to the drive shaft 5 to transmit torque.
For powering the first electric motor EM1, the first propulsion unit 2 comprises a battery pack (not shown), which may be dedicated to the first propulsion unit 2 or shared with the second propulsion unit 3.
Note that the term "electric machine" refers to any electric motor, which may preferably be oriented in both driving and generating modes, and is suitable for automotive applications.
Thus, in this document, the expression "motor" is broadly directed to an actuator/electronics that supplies (or receives) torque from a drive shaft.
Thus, according to the design specifications, the first electric machine EM1 may be defined by a direct current electric motor of the brushless type, or by an alternating current motor, both synchronous and asynchronous, without departing from the object of the invention.
Preferably, the first electric machine EM1 is connected to the drive shaft 5 through at least one suitably sized gear set 6.
In particular, the gear set 6 of the first propulsion unit 2 comprises at least a first toothed wheel 6a and a second toothed wheel 6b, the first toothed wheel 6a being rotatably engaged to the drive shaft 7 of the first electric motor EM1, the second toothed wheel 6b being coupled to the first toothed wheel 6a and being rotatably engaged to the transmission shaft 5.
Note that with reference to the illustrated embodiment, the first electric machine EM1 is permanently coupled to the gear set 6.
Alternatively, however, it is also possible to provide a decoupling device (for example a disconnect clutch) between the first electric machine EM1 and the gear set 6, in particular between the drive shaft 7 and the first toothed wheel 6 a. However, such a second configuration may be useful for efficiency or safety reasons without deviating from the inventive concept of the present invention.
In a preferred embodiment, the gear set 6 of the first propulsion unit 2 has a gear ratio larger than 1, more preferably between 2 and 4.
In some embodiments (fig. 3, 17, 18), the drive shaft 5 of the first propulsion unit 2 is coupled to the second propulsion unit 3 (and to the coupling 4) by an additional shaft 8.
Advantageously, it is thus possible to provide the first propulsion unit 2 with at least two gear sets and at least one selector device to allow a variation of the transmission ratio between the additional shaft 8 and the propeller shaft 5, the additional shaft 8 receiving torque from the hybrid propulsion unit (i.e. the second propulsion unit 3).
In the embodiment shown in fig. 3, the first propulsion unit 2 comprises a drive shaft 7, an additional shaft 8 and a drive shaft 5 of a parallel and distinct first electric motor EM 1.
The second propulsion unit 3 is of the hybrid type, provided with at least one internal combustion engine and at least one second electric machine EM2, both coupled or couplable to the output shaft 9.
The "second electric machine EM 2" may be of any type, as well as the first electric machine, and is connected to a battery pack, which may be the same as the first electric machine or a dedicated battery pack; in a preferred embodiment, the first electric machine EM1 and the second electric machine EM2 are of the same type.
Note that the first electric machine EM1 is larger than the second electric machine EM2, as will be better explained below.
For example, in one embodiment, the first electric machine EM1 is designed to deliver 120Nm (65kW of power) of torque, while the second electric machine is designed to deliver 50Nm (25kW of power) of torque.
According to one aspect of the invention, the second electric machine EM2 and the internal combustion engine ICE may be selectively coupled together to provide torque to the output shaft 9, either independently or in combination.
In other words, the internal combustion engine ICE and the second electric machine EM2 may be directed to provide torque to the output shaft 9 in a complementary or alternative manner.
The output shaft 9 of the second propulsion unit 3 may in turn be selectively connected to the first propulsion unit 2, preferably to the propeller shaft 5, by means of a coupling 4 as described above.
Advantageously, therefore, second propulsion unit 3 may be selectively coupled to first propulsion unit 2 or decoupled from first propulsion unit 2, depending on the operating state of vehicle V and the charging condition of the battery.
Furthermore, when the coupling 4 is in said disengaged state, the second electric machine EM2 and the internal combustion engine ICE may exchange torque therebetween.
Preferably, the second propulsion unit 3 comprises at least one input shaft 11 associated with an internal combustion engine ICE, which may be coupled to the output shaft 9.
In the illustrated embodiment, the second electric machine EM2 has an axis of rotation that is coaxial with (i.e., aligned with) the input shaft 11. Advantageously, it is thus possible to limit the number of parts/gears to couple the machines of the second propulsion unit 3 to each other.
Preferably, moreover, the second propulsion unit 3 comprises at least one coupling device 16, which coupling device 16 is operatively interposed between said input shaft 11 and the second electric machine EM 2.
The coupling device 16 is selectively switchable between a first configuration in which the coupling device 16 directly couples the input shaft with the second electric machine EM2, and a second configuration in which the coupling device 16 disengages the input shaft from the second electric machine EM 2.
Advantageously, it is therefore possible to couple the second electric machine EM2 directly to the internal combustion engine ICE, or to disengage them, to independently power the output shaft 9, or to indirectly couple them through, for example, the transmission 10.
Preferably, therefore, the second propulsion unit 3 comprises a transmission 10 operatively interposed between the internal combustion engine ICE and the second electric machine EM 2.
The transmission 10 has at least one first operating state, in which the transmission 10 allows torque to be transferred between the second electric machine EM2 and the internal combustion engine ICE, and vice versa.
In other words, in the first operating state, the transmission device 10 allows torque/power to be transmitted between the second electric machine EM2 and the internal combustion engine ICE.
In this first state, the coupling 4 is preferably in a disengaged state to allow torque to be transferred between the power sources of the second propulsion unit 3 without involving (at least directly) the first propulsion unit 2.
Preferably, in the first operating condition, the transmission 10 allows torque to be transferred between the second electric machine EM2 and the internal combustion engine ICE via said output shaft 9.
The transmission 10 also has at least one second operating state in which the transmission 10 disengages the internal combustion engine ICE from the second electric machine EM2 to allow torque to be transferred from the second electric machine EM2 to the output shaft 9.
Preferably, the internal combustion engine ICE may be coupled to the output shaft 9 via said transmission 10.
Note that in another embodiment (fig. 19), preferably at least one toothed wheel (or idler) is inserted to transmit motion between the rotor shaft of the first electric machine EM1 and/or the second electric machine EM2 and the transmission shaft 5 and/or the transmission 10.
As shown in fig. 19, in fact, the first idle gear 19a is located between the first electric motor EM1 and the transmission shaft 5.
Specifically, the first idle gear 19a is interposed between the first toothed wheel 6a and the second toothed wheel 6b of the first gear set 6.
Furthermore, the second idler pulley 19b is preferably located between the second electric machine EM2 and the transmission 10.
Advantageously, this embodiment allows greater freedom in designing the propulsion system.
In its preferred embodiment, the transmission includes a plurality of gear sets 12, 13, 14, the plurality of gear sets 12, 13, 14 defining a corresponding plurality of gear ratios between the input shaft 11 and the output shaft 9.
Preferably, the value of the transmission ratio is reduced compared to the value of the transmission ratio conventionally used in current vehicles (typically from 5 to 7).
Advantageously, the mechanical parts of the gearbox, supplemented as necessary by the contributions of the electric machines EM1, EM2 (as will be better explained below), are therefore simplified as much as possible.
Preferably, the transmission means comprise at least a first 14, a second 13 and a third 12 gear set, the first 14, the second 13 and the third 12 gear set defining a first, a second and a third transmission ratio, respectively, between the input shaft 11 and the output shaft 9.
Each of the gear sets 12, 13, 14 is defined by a first toothed wheel mounted on the input shaft 11 and by a second toothed wheel mounted on the output shaft 9.
Note that the gear ratio preferably decreases from the first gear ratio to the third gear ratio. In other words, the first gear ratio produced by the first set of gears 14 corresponds to a high gear reduction ratio that is primarily available during low speeds and disengagement.
The second gear ratio produced by the second gear set 13 corresponds to an average gear ratio that is lower than the first gear ratio.
The third gear ratio produced by the third gear set 12 corresponds to a reduced gear reduction ratio that can be used to transfer torque from the internal combustion engine ICE to the output shaft 9 at high speed.
In the illustrated embodiment:
-the first transmission ratio is between 2.5 and 3.7;
-the second transmission ratio is between 1.3 and 1.9;
-the third transmission ratio is between 0.7 and 0.9.
The transmission 10 further includes at least two selector assemblies 15, the selector assemblies 15 being operatively interposed between the input shaft 11 (or the output shaft 9) and the gear sets 12, 13, 14.
The transmission 10 preferably includes a first selector assembly 15b, the first selector assembly 15b being operatively interposed between the input shaft 11 and the first gear set 14.
The first selector assembly 15b can thus be selectively switched between at least two operating states: one is a coupling state with the first gear set 14 and one is a neutral state.
The transmission 10 further comprises a second selector assembly 15a operatively interposed between the input shaft 11 and said second and third gear sets 13, 12 to alternatively select a second or third reduction ratio.
Thus, the second selector assembly 15a can be selectively switched between three operating states: one coupled with the third gear set 12, one coupled with the second gear set 13, and one in a neutral state.
It is noted that the expression "selector assembly" is used in the present text to define any type of device capable of coupling/uncoupling and synchronizing the input shaft 11 (or the output shaft 9) with the respective toothed wheel to which it is coupled.
For example, today's existing dog clutches, synchronizers, and other types of selectors may be used.
Referring to the embodiment in fig. 1, the second electric machine EM2 is rigidly coupled to the first gear set 14; in this embodiment, the first selector assembly 15b corresponds to the coupling means 16 between the input shaft 11 and the second electric machine EM 2.
In a variation of this embodiment shown in fig. 19, the second electric machine EM2 is coupled to the first gear set 14 through a second idler gear 19 a.
Alternatively, with reference to the embodiment in fig. 2, the first selector assembly 15b is a distinct assembly from the coupling device 16 and may be guided independently.
More specifically, in its preferred embodiment, the second electric machine EM2 is disengaged from any gear set. The first selector assembly 15b is operatively interposed between the input shaft 11 and the first gear set 14 (or may be interposed between another gear set). Alternatively, the coupling device 16 is operatively interposed between the second electric machine EM2 (or one of its drive shafts) and the input shaft 11.
More precisely, in the present embodiment, the coupling device 16 is a selector assembly coupled to the second electric machine EM2 and is selectively switchable between a first state in which the coupling device 16 couples the second electric machine EM2 to the (first) gear set and a second state in which the coupling device 16 directly connects the second electric machine EM2 to the input shaft 11.
Advantageously, a plurality of different operating configurations can thus be adopted by simply guiding the selector assembly 15a, the selector assembly 15b, the selector assembly 16.
For example (fig. 2a), by coupling the internal combustion engine with the second gear set 13 or the third gear set 12 and guiding the coupling device 16 in the first state, torque can be supplied in parallel to the output shaft 9 both by the internal combustion engine ICE having the second or third gear ratio and by the second electric machine EM2 having the first gear ratio.
Alternatively (fig. 2b), it is possible to disengage the input shaft 11 from all gearsets 12, 13, 14 and put the selector assembly into the second state to directly couple the internal combustion engine ICE with the second electric machine EM2, thereby maximizing transmission efficiency and limiting losses and mechanical backlash due to the intervention of the toothed wheels. This configuration is particularly useful in the power generation state, where the internal combustion engine ICE powers the second electric machine EM 2.
In another alternative configuration, the input shaft 11 is meshed with the first gear set 14 through a second selector assembly and, at the same time, the second electric machine EM2 is connected to the same gear set 14.
It is noted that the presence of the selector 15 and the coupling 4 allows the input shaft 11 of the second propulsion unit 3 to be completely disengaged from the output shaft 9 and, above all, from the propeller shaft 5.
Advantageously, no clutch is therefore required between the internal combustion engine ICE and the input shaft, which in its more preferred embodiment is rigidly connected to the drive shaft.
In order to move/guide all (or part of) the embodiments, the propulsion system comprises or is associated with a control unit ECU.
The control unit ECU is configured to direct the first propulsion unit 2 and the second propulsion unit 3 in a plurality of working configurations by suitably driving the first electric machine EM1, the second electric machine EM2, the internal combustion engine ICE, the coupling 4 and/or the selector assembly and any other actuators present in the system.
For example, the control unit ECU is configured to direct the first propulsion unit 2 and the second propulsion unit 3 in a first electric propulsion configuration (fig. 4), wherein the coupling 4 is in said disengaged state and said first electric machine EM1 transmits torque to the propeller shaft 5.
In this full electric configuration, tractive effort is generated by the first electric machine EM1 only.
Advantageously, since the first electric machine EM1 is directly coupled to the differential, the first electric propulsion arrangement is effective in particular both in terms of acceleration and regenerative braking, since the number of kinematic chains of the mechanical components is minimized.
Furthermore, preferably, the control unit ECU is configured to direct the first propulsion unit 2 and the second propulsion unit 3 in a second electric propulsion configuration (fig. 5), wherein:
the coupling element 4 is in said engaged condition;
the first electric machine EM1 transmits torque to the propeller shaft 5;
the second electric machine EM2 transmits torque to said output shaft 9 of the second propulsion unit 2;
the internal combustion engine ICE is uncoupled (and preferably switched off) from said output shaft 9; specifically, both selector assemblies 15 are in a neutral position to prevent torque from being transmitted from the input shaft 11 to the output shaft 9.
Thus, in this configuration, which is also full electric, the tractive effort is generated in combination by the first electric machine EM1 and the second electric machine EM 2.
In this respect, it is noted that the control unit ECU is preferably programmed to set the first and/or the second electric propulsion configuration for low speeds, below a predetermined threshold (e.g. below 80km/h) and for a sufficiently high battery charge level (i.e. exceeding the threshold).
Advantageously, the natural readiness of the electric motor in terms of acceleration is utilized in city circles, while also the comfort for the driver and/or passengers is increased since no gear changes are necessary.
Furthermore, the control unit ECU is preferably configured to direct the first propulsion unit 2 and the second propulsion unit 3 in an electric hybrid transition configuration (fig. 6-7), wherein:
the coupling 4 is in said disengaged condition;
the second electric machine EM2 transfers torque to the internal combustion engine ICE.
Advantageously, the second electric machine EM2 is thus used to start the internal combustion engine ICE (take off).
Preferably, in the transition configuration, the control unit ECU is configured to:
guiding the coupling device 16 between the input shaft 11 of the second propulsion unit 2 and the second electric machine EM2 in the second configuration to decouple the input shaft 11 from the second electric machine EM 2;
directing the second selector assembly 15a to bring the second gear set 13 or the third gear set 12 into engagement with the input shaft 11 to increase the transmission ratio between the second electric machine EM2 and the internal combustion engine ICE.
In this configuration, the control unit ECU is preferably configured to direct the second selector assembly 15a to engage the third gear set 12 with the input shaft 11 to maximize the reduction ratio.
Advantageously, the transmission is thus used to transfer torque from the second electric machine EM2 to the input shaft 11, and thus indirectly to the internal combustion engine ICE, advantageously using a plurality of gear ratios.
In fact, rotation of the second electric machine EM2 coupled with the first wheel of the first gear set 14 causes rotation of the second electric machine EM2 to be transmitted to the output shaft 9 at a reduced rotational speed.
Since the output shaft 9 is decoupled from the first propulsion unit 2 (coupling 4 is disengaged), torque is transferred from the first gear set to the third gear set 12 (or possibly to the second gear set 13).
Thus, considering that the third gear set 12 has a high transmission ratio from the input shaft 11 to the output shaft 9, the same ratio going from the second cog to the first cog can greatly reduce the rotational speed of the transmission and, consequently, the torque required by the second electric machine EM2 to start the internal combustion engine can also greatly be reduced.
Advantageously, therefore, by using the transmission 10 and the coupling 4, it is possible to design a propulsion system in which the second electric machine EM2 has a reduced size, to benefit from the compactness of the system and its adaptability to various conditions of use.
Furthermore, in the transitional configuration, the control unit ECU is preferably configured to direct the second electric machine EM2 and the internal combustion engine ICE in such a way that the output shaft 9 of the second propulsion unit 3 reaches the same rotational speed as the propeller shaft 5 of the first propulsion unit 2.
In other words, in the transitional configuration, the control unit ECU is programmed to direct the second propulsion unit 3 in a first mode (fig. 6) -ignition mode-and subsequently a second mode (fig. 7) -synchronous mode.
It is noted that the selector assembly 15 and the coupling device 16 preferably remain in the same state in both the ignition mode and the synchronization mode.
In fact, the difference between the two modes is mainly determined by the torque flow associated with the internal combustion engine ICE, which is absorbed in the ignition mode and generated in the synchronous mode.
The control unit ECU can use this synchronization mode not only during electric hybrid transition but also during change of gear ratio (fig. 13), thereby eliminating the need for using a conventional synchronizer or clutch on the transmission 10.
Another configuration, in which the control unit ECU may direct the system, is a hybrid propulsion configuration (fig. 8-11), which may preferably be set according to the above-described transitional configuration.
In this configuration:
the coupling element 4 is in said engaged condition;
the first electric machine EM1 transmits torque to the propeller shaft 5;
the internal combustion engine ICE transmits torque to the output shaft 9 of the second propulsion unit 3.
The second electric machine EM2 preferably also transmits torque to the output shaft 9.
Thus, depending on the operating state and the state of charge of the battery pack, the control unit ECU may suitably regulate the intervention of the electric machine EM1 and the electric machine EM2, as well as the intervention of the electric machine EM1 and the drive means of the electric machine EM2 and the internal combustion engine ICE in which the transmission 10 operates.
For example, the internal combustion engine ICE may in fact transmit torque to the output shaft 9 through the second or third gear set 13, 12, while the second electric machine EM2 may be off (fig. 8) or transmit torque through the first gear set 14 (fig. 10-11).
Alternatively, the internal combustion engine ICE and the second electric machine EM2 may simultaneously transfer torque through the third gear set, thereby providing maximum agility and operational flexibility (fig. 9).
Advantageously, the ability to regulate as much as possible the intervention of the electric machine EM1, EM2 allows to keep the speed of the internal combustion engine ICE within the range of maximum efficiency, thus maximizing the performance and limiting the power consumption as much as possible.
This allows, in addition to maximizing the efficiency of the propulsion system 1, the manufacturer to standardize as much as possible the structure of the propulsion system 1, for example using a single type of internal combustion engine ICE, so that it is possible to modify the electric motor only according to the model (and vice versa).
In this respect, it is noted that the control unit ECU is preferably programmed to set the hybrid propulsion configuration (or possibly also the endothermic propulsion configuration) for high speeds, above a predetermined threshold (for example 80km/h) and/or for a battery pack charge level that is particularly low (for example above the threshold) and/or for acceleration requirements that exceed a certain threshold.
Advantageously, the internal combustion engine can thus be used in a state of maximum efficiency, i.e. when the power demand is high and stable.
In another embodiment, the control unit ECU is configured to direct the first propulsion unit 2 and the second propulsion unit 3 in at least one regeneration configuration (fig. 12), wherein:
the coupling 4 is in said disengaged condition;
the internal combustion engine ICE transfers the torque to the second electric machine EM 2;
the second electric machine EM2 transfers electric energy to the battery or directly to the first electric machine EM 1;
the first electric machine EM1 transmits torque to the propeller shaft 5.
Thus, in this configuration, the internal combustion engine ICE is at least partially used to power the second electric machine EM2 and indirectly the first electric machine EM 1. In this way, the internal combustion engine ICE is driven at a speed at the state of highest efficiency to efficiently transmit all the drive variations associated with the driving of the internal combustion engine ICE to the first electric machine EM 1.
Advantageously, the design of the system described above allows you to connect the power sources (ICE, EM1, EM2) to the moving parts (Kinematics) of the vehicle V in various modes that cover substantially the entire product range.
For example, with reference to fig. 14, it can be understood that the propulsion system 1 is oriented transversely to the direction of travel of the vehicle, with the propeller shaft 5 directly engaged to the front differential AV.
Alternatively, it can be seen in fig. 15 how the same propulsion system can be connected to the central differential of an all-wheel drive system.
On the other hand, fig. 16 shows a propulsion system 1 in which the second propulsion unit may be coupled to a single rear differential independently of the first propulsion unit.
This solution, although requiring another shaft 17 and another coupling 18, allows considerable flexibility in use in front wheel drive, rear wheel drive or all wheel drive modes.
Fig. 17 shows the propulsion system 1 of fig. 3, the propulsion system 1 being oriented longitudinally towards the direction of travel.
Another option is shown in fig. 18, where the propulsion system 1 is longitudinally oriented, but in a similar way as shown in fig. 16 allows the first propulsion unit 2 and the second propulsion unit 3 to be coupled independently to the front axis and the rear axis.
The invention achieves its preset aims and thus achieves significant advantages.
In fact, the architecture of the system is divided into two distinct subunits to allow maximum flexibility and drive efficiency.
In particular, the presence of an electric propulsion unit directly connected to the differential makes the system more complete and reduces losses.
Furthermore, the ability to decouple the power sub-unit from the hybrid sub-unit facilitates the driving of the latter during both ignition and synchronization.
In particular, the presence of hybrid subunits that can be isolated and driven independently allows the use of mechanical clutches and/or synchronizers to be reduced or avoided, thereby greatly simplifying the architecture of the system.
Furthermore, the presence of a multi-ratio transmission (the end of which connects the internal combustion engine with the second electric machine) allows to minimize the size of the machine while maximizing the transmission ratio during ignition and adjusting the ratio during synchronization appropriately.

Claims (17)

1. An endothermic/electric hybrid propulsion system for a vehicle comprising:
-a first propulsion unit (2), of the electric type, provided with at least a first electric machine (EM1) coupled to a propeller shaft (5), wherein said propeller shaft (5) is coupled to A Differential (AD) of said vehicle (V);
-a second propulsion unit (3), of the hybrid type, provided with an output shaft (9), and comprising at least one Internal Combustion Engine (ICE) and at least one second electric machine (EM2), selectively couplable together to provide torque to said output shaft (9) independently or in combination;
-a coupling (4) operatively interposed between the output shaft (9) of the second propulsion unit (3) and the transmission shaft (5) of the first propulsion unit (2), wherein the coupling (4) is selectively switchable between an engaged state, in which the coupling (4) couples the first propulsion unit with the second propulsion unit (3), and a disengaged state, in which the coupling (4) disengages the second propulsion unit (3) from the first propulsion unit (2).
2. A propulsion system according to claim 1, wherein the second propulsion unit (3) comprises a transmission (10), the transmission (10) being operatively interposed between the Internal Combustion Engine (ICE) and the second electric machine (EM2), and having at least a first operating state in which the transmission (10) allows torque to be transferred from the second electric machine (EM2) to the Internal Combustion Engine (ICE), and vice versa.
3. A propulsion system according to claim 2, wherein the transmission (10) in the first operating state allows torque to be transmitted between the second electric machine (EM2) and the Internal Combustion Engine (ICE) via the output shaft (9).
4. A propulsion system according to any of the preceding claims, wherein the second propulsion unit (3) comprises a transmission (10), the transmission (10) being operatively interposed between the Internal Combustion Engine (ICE) and the second electric machine (EM2), and having at least a second operating condition in which the transmission (10) disengages the Internal Combustion Engine (ICE) from the second electric machine (EM2) to allow torque transfer from the second electric machine (EM2) to the output shaft (9).
5. A propulsion system according to any one of claims 2 to 4, wherein the transmission (10) comprises a plurality of gear sets (12, 13, 14), the plurality of gear sets (12, 13, 14) defining a corresponding plurality of gear ratios between the input shaft (11) and the output shaft (9) of the second propulsion unit (3); the Internal Combustion Engine (ICE) is coupled to the input shaft (11).
6. Propulsion system according to claim 5, wherein the transmission means comprise at least one coupling device (16), the coupling device (16) being operatively interposed between the input shaft (11) and the second electric machine (EM2) and being selectively switchable between a first configuration, in which the coupling device (16) directly couples the input shaft (11) to the second electric machine (EM2), and a second configuration, in which the coupling device (16) disengages the input shaft (11) from the second electric machine (EM 2).
7. The propulsion system according to claim 5 or 6, wherein the transmission (10) comprises:
-at least a first (14), second (13) and third (12) set of gears defining respectively a first, a second and a third transmission ratio of decreasing value between said input shaft (11) and said output shaft (9);
-at least two selector assemblies (15a, 15b) operatively interposed between said input shaft (11) and said gearsets (12, 13, 14).
8. The propulsion system of claim 7, wherein the at least two selector assemblies comprise:
-a first selector assembly (15b) operatively interposed between said input shaft (11) and said first gear set (14);
-a second selector assembly (15a) operatively interposed between said input shaft (11) and said second and third gear sets (13, 12).
9. The propulsion system according to claim 8, wherein said second electric machine (EM2) is rigidly coupled to said first gear set (14), and wherein said first selector assembly (15b) corresponds to said coupling means (16) between said input shaft (11) and said second electric machine (EM 2).
10. The propulsion system according to any of the preceding claims, wherein said first electric machine (EM1) is connected to said transmission shaft (5) through a respective gear set (6).
11. The propulsion system according to any of the preceding claims, wherein said first electric machine (EM1) is larger than said second electric machine (EM 2).
12. The propulsion system according to any of the preceding claims, wherein said second electric machine (EM2) has a rotational axis coaxial with said input shaft (11).
13. The propulsion system according to any of the preceding claims, comprising at least one battery pack connected to the first electric machine (EM1) and the second electric machine (EM2) and configured to exchange electric energy with the first electric machine (EM1) and the second electric machine (EM 2).
14. The propulsion system according to any one of the preceding claims, comprising a control unit (ECU) configured to direct the first propulsion unit (2) and the second propulsion unit (3) to at least one of:
-a first electric propulsion configuration, in which the coupling (4) is in the disengaged condition and the first electric machine (EM1) transmits torque to the propeller shaft (5);
-a second electric propulsion configuration in which the coupling (4) is in the engaged state, the first electric machine (EM1) transfers torque to the propeller shaft, the second electric machine (EM2) transfers torque to the output shaft (9) of the second propulsion unit, and the Internal Combustion Engine (ICE) is decoupled from the output shaft (9);
-an electric hybrid transition configuration in which the coupling (4) is in the disengaged state and the second electric machine (EM2) delivers torque to the Internal Combustion Engine (ICE);
-a hybrid propulsion configuration, in which the coupling (4) is in the engaged state, the first electric machine (EM1) transmits torque transmission to the drive shaft (5), and the Internal Combustion Engine (ICE) transmits torque to the output shaft (9) of the second propulsion unit.
15. The propulsion system of claim 14, wherein the control unit (ECU) is configured to direct the first propulsion unit (2) and the second propulsion unit (3) into at least one regenerative configuration, wherein:
-the coupling (4) is in the disengaged condition;
-the Internal Combustion Engine (ICE) transfers torque to the second electric machine (EM 2);
-the second electric machine (EM2) transferring electric energy to a battery pack or directly to the first electric machine (EM 1);
-said first electric machine (EM1) transmitting torque to said transmission shaft (5).
16. A propulsion system according to claim 14 or 15, wherein in the transitional configuration the control unit (ECU) is configured to direct the coupling (16) into the second configuration and to direct the second selector assembly (15a) to engage the third gear set (12) with the input shaft (11) to maximise the gear ratio between the second electric machine (EM2) and the Internal Combustion Engine (ICE).
17. A propulsion system according to any one of claims 14-16, wherein in the transitional configuration the control unit (ECU) is configured to direct the second electric machine (EM2) and the Internal Combustion Engine (ICE) to bring the output shaft (9) of the second propulsion unit (3) to the same rotational speed as the propeller shaft (5) of the first propulsion unit (2).
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